WO2019102091A1 - Active suspension with a function of anticipating obstacles on the road - Google Patents

Active suspension with a function of anticipating obstacles on the road Download PDF

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Publication number
WO2019102091A1
WO2019102091A1 PCT/FR2018/052733 FR2018052733W WO2019102091A1 WO 2019102091 A1 WO2019102091 A1 WO 2019102091A1 FR 2018052733 W FR2018052733 W FR 2018052733W WO 2019102091 A1 WO2019102091 A1 WO 2019102091A1
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WO
WIPO (PCT)
Prior art keywords
road
suspension
vehicle
obstacle
damping
Prior art date
Application number
PCT/FR2018/052733
Other languages
French (fr)
Inventor
Stephane BARALE
Thomas BOURDAUDUCQ
Original Assignee
Psa Automobiles Sa
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Psa Automobiles Sa filed Critical Psa Automobiles Sa
Publication of WO2019102091A1 publication Critical patent/WO2019102091A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/821—Uneven, rough road sensing affecting vehicle body vibration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B60G2400/823—Obstacle sensing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60G2401/14—Photo or light sensitive means, e.g. Infrared
    • B60G2401/142—Visual Display Camera, e.g. LCD
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2401/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60G2401/17—Magnetic/Electromagnetic
    • B60G2401/176—Radio or audio sensitive means, e.g. Ultrasonic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/104—Damping action or damper continuous

Definitions

  • the invention relates to the field of motor vehicles and their connection to the ground, more particularly to the field of active or driven suspensions.
  • An active or piloted suspension has the particularity of being able to adapt, dynamically, the level of damping according to different parameters when the vehicle is in motion.
  • Such a suspension is usually equipped with wheel displacement sensors with respect to the vehicle body, in order to be able to detect the state of the road and adjust the level of damping according to this state.
  • a bad route is detected when the frequency content of the signals of these sensors is greater than the cutoff frequency of the suspension. In this case, the damping level is reduced in order to limit the increase in effort causing discomfort for the occupants of the vehicle.
  • the information feedback of the suspension sensors does not make it possible to adapt said suspension to said zone, due to the information processing time and the response time of the suspension adjustment actuators in relation to the passage time on the damaged road portion.
  • Patent document US Pat. No. 5,347,457 discloses an active vehicle suspension comprising an ultrasonic type detector disposed at the front of each of the front wheels of the vehicle and a suspension control unit configured to reduce damping in case detection of a protrusion on the road, in front of one of the front wheels.
  • the patent document published GB 2 494 528 A discloses an active suspension of motor vehicle of the off-road type, provided with a camera configured to detect a rough ground in the front of the vehicle, to increase the ground clearance and / or change the level of depreciation. The latter can be increased or decreased depending on the speed of the vehicle.
  • the published patent document DE 10 2014 208 318 A1 discloses an active vehicle suspension also equipped with means for detecting retarders, forming a local and transverse elevation of the road, these means being optical, such as a camera, or the radar type. If a retarder is detected at the front of the vehicle, the level of damping is increased in attack, that is to say in compression, so as to prevent the suspension of the vehicle compresses to the point of arriving in stop and / or the damping level is increased in relaxation so as to prevent the suspension of the vehicle relaxes to the point of abutment.
  • each of the aforementioned documents is limited to the management of protuberances on the road regardless of the management of a generally degraded state of a road .
  • the invention aims to overcome at least one of the disadvantages of the state of the art mentioned above. More particularly, the invention aims to provide controlled suspension management that optimizes the comfort of the vehicle when moving on a degraded road and meets an obstacle forming a singular irregularity.
  • the subject of the invention is a method for controlling an active suspension of a vehicle, comprising the following actions: detection, via the suspension, of the state of the road; controlling the damping level of the suspension according to the detected road condition, the damping level being decreased when a degraded state of the road is detected; remarkable in that the method further comprises the following actions: detection of the longitudinal profile of the road in front of the front wheels of the vehicle; and correcting the control of the suspension damping level, consisting of reducing the decrease in the damping level when an obstacle is detected in the longitudinal profile of the road while a degraded state of the road is detected via the suspension.
  • the obstacle has a main frequency less than or equal to 3 Hz.
  • the obstacle has a height variation greater than 50 mm, preferably greater than 70 mm, more preferably greater than 90 mm.
  • the degraded state of the road may correspond to a profile with a main frequency greater than 3Hz and / or less than 40Hz.
  • the obstacle corresponds, at choice, to at least one of the following elements: retarder, speed bump, variation of height between two portions of road.
  • the action of detecting the longitudinal profile of the road in front of the front wheels of the vehicle is performed by a camera directed towards the front of the vehicle and taking images of said road.
  • two treads corresponding to the front wheels of the vehicle are analyzed in the images of the road.
  • the action of correction of the control of the damping level of the suspension, the reduction of the decrease of the level of damping is performed after the detection of the obstacle, following a registration time, so that said reduction occurs when at least one of the front wheels meets said obstacle.
  • the time registration is advantageously carried out on the basis of the distance d between the front wheel or wheels of the vehicle and the detection zone of the profile of the road in front of said wheels, and on the basis of the speed of the vehicle.
  • the distance d is advantageously greater than 2m and / or less than 8m, preferably greater than 3m and / or less than 7m.
  • the action of correction of the control of the damping level of the suspension, the reduction of the decrease of the level of damping comprises a weighting, Boolean or proportional, of a function of decrease in damping when a degraded state of the road is detected via the suspension.
  • the weighting comprises a progressive portion at the beginning and / or at the end of said weighting.
  • the invention also relates to a motor vehicle comprising: an active suspension with a control unit; remarkable in that the control unit is configured to execute the method according to the invention.
  • the measurements of the invention are interesting in that they make it possible, on a vehicle equipped with an active suspension and evolving on a degraded road, to avoid significant movement phenomena of the suspension and, consequently, pumping phenomena. rolls and / or unwanted pitchings, and this by simple means to implement.
  • the detection of obstacles can be achieved in several ways as including by one or more acoustic or optical sensors, such as laser, lidar or camera , by information provided by the preceding vehicle, by the surrounding infrastructure, such as connected panels and / or by an information network, such as road information via GPS.
  • Vehicles currently tend to be equipped with a camera, particularly for the automatic reading of traffic signs, such a camera can also be used to take pictures of the road to detect obstacles.
  • FIG. 1 is a schematic representation of a vehicle equipped with an active suspension, according to the invention
  • FIG. 2 is a schematic representation of a vehicle provided with optical means for detecting an obstacle on the road profile, according to the invention
  • FIG. 3 is a schematic representation of the reading points of an obstacle on the profile of the road
  • FIG. 4 is a graphical diagram illustrating the control logic of the controlled suspension, in accordance with the invention.
  • FIG. 5 schematically illustrates the signals in the various modules illustrated in FIG. 4.
  • FIG. 1 illustrates a vehicle 2 equipped with a controlled suspension 4, the suspension and the vehicle being in accordance with the invention.
  • the piloted suspension 4 comprises, conventionally, four controlled dampers 6 electrically connected to a control unit 8.
  • the control unit can indeed control individually, for each of the wheels, the level of damping, in attack (that is, ie in compression) and / or in relaxation.
  • Each of the dampers 6 advantageously comprises a sensor of depression of the damper, providing information on the deflections of the four wheels, and this individually.
  • a variant is the presence of displacement sensors between the wheel and the body, for each of the wheels. Accelerometers (not shown) can be provided.
  • the piloted suspension 4 is configured to control the damping level of the four wheels as a function of the detection of a singular variation zone of the road profile, or obstacle, corresponding to a low frequency zone, in accordance with what will be described in connection with Figures 2 to 5.
  • Figure 2 illustrates the vehicle 2 traveling on a road 10 having an elevation 12, such as a retarder.
  • This singular variation zone of the road profile can be detected by optical means, such as cameras 14, arranged at the front of the vehicle and configured to detect the profile of the road. More specifically, the profile of the road is advantageously detected on two treads 16 located at the front of the two front wheels of the vehicle.
  • the cameras 14 are housed in the projectors, however, it being understood that other configurations are possible, such as in particular a single camera disposed at the top of the windshield, on the inside.
  • FIG. 3 schematically illustrates the detection of the obstacle 12 on one of the treads 16 of FIG. 2. It can be observed that a series of points 18 on the surface of the tread 16, at a distance c / of the vehicle, are identified. More specifically, it is the heights or components in a vertical direction z of the points and their distances from the corresponding wheel are useful. When the distance d is a constant corresponding to a length, only the vertical components are harvested and transmitted. Conversely, if the distance d is a function of the speed of the vehicle, as for example expressed in seconds, it may be associated with the vertical component and thus transmitted to the control unit.
  • a series of points 18 can be considered, distributed homogeneously over the width of the strip 16, and an average value corresponding to the point 20 is deduced.
  • the number of points 18 is such that the distance between two neighboring points is less than or equal to 10 mm.
  • the tread is advantageously equal to or slightly wider than the width of the corresponding wheel, typically 10%. This makes it possible to take into account the error in the positioning of the reading and the variations in the trajectory of the driver between the moment of the emission and the moment of the crossing.
  • the detection and measurement of the parameters of points 18 and 20 is iterated at regular intervals.
  • This interval is advantageously less than or equal to 10 ms.
  • FIGS. 4 and 5 illustrate the operating principle of taking into account the detection of a singular variation zone at the level of the road profile in the management of the controlled damping, in accordance with the invention.
  • a low frequency detection module 22 collects the data of the road profile as obtained according to the foregoing. This low frequency detection module 22 also receives data relating to the speed of the vehicle and possibly data relating to a speed of deployment or compression, called pumping, of the suspension. Based on these data, a low frequency variation of the road profile can be detected on the basis of various parameters.
  • the frequency is less than or equal to 3 Hz and / or the variation of the profile is greater than or equal to 50 mm.
  • Other parameters and criteria can be considered insofar as they make it possible to identify a singular variation zone of the road profile.
  • the detection state that is to say an advantageously Boolean state relating to the detection of a singular variation zone of the road profile, or obstacle
  • the distance between the obstacle and the the wheels concerned is also transmitted to the weighting module 24.
  • the weighting module 24 will emit a weighting coefficient with a delay, or time adjustment, determined in such a way that to be active, essentially, only when the relevant wheels or wheels of the vehicle roll over the obstacle in question.
  • the weighting coefficient is then transmitted to a damping level control module 26 as a function of the state of the road advantageously detected by means other than the means for detecting the obstacle, in this case by detection. deflections of the suspension.
  • a damping level control function corresponding to a degraded road is activated, this function consisting in reducing the damping of the suspension, essentially because the frequencies generated by a degraded route are above the cutoff frequency of the suspension. It is therefore interesting to decrease the level of depreciation.
  • a degraded route typically has frequencies greater than or equal to 3Hz, or even 4Hz and / or less than or equal to 40Hz and above. In other words, the natural filtering of the suspension operates and a reduced damping is favorable.
  • the control function of the suspension associated with a degraded road, will be weighted when the wheel or wheels concerned meet the obstacle. Weighting means that the effect of reducing depreciation will be reduced or canceled during this phase. In other words, the weighting will allow the suspension to maintain a certain level of damping when the vehicle rolls on the obstacle, while maintaining the activation of an active damping function for degraded road.
  • the measurements of the invention can easily be implemented on an existing controlled suspension control architecture. Indeed, only the low frequency detection modules 22 and the weighting module 24 are added.
  • the road condition weighting module 26 may be implemented as an interface between the conventional portion of the suspension control unit and the new portion comprising the low frequency detection modules 22. and weighting 24.
  • the state of detection of an obstacle which has just been described is integrated in the weighting with a time registration, on the basis of the distance (expressed along a physical length) between the obstacle and the or the wheels, and based on the speed of the vehicle, so that the weighting takes place as soon as the wheel or wheels of the vehicle meet the obstacle.
  • the maintenance time of the weighting advantageously corresponds to the duration of the high state of detection of the obstacle.
  • the weighting is Boolean in that the weighting factor goes from 1 to 0 when the wheel or wheels roll on the obstacle. It is also conceivable to provide a proportional or staggered weighting, in particular as a function of the height variation of the obstacle.
  • the beginning and end of the weighting can have a progressive profile. This avoids abrupt changes in the damping level, which is favorable to the actuators as well as for comfort during this transition phase.
  • the weighting module of the road condition function 26 shows the evolution of the damping level. It can be seen that the damping level is below the nominal level, represented by the upper horizontal line in broken lines, according to a degraded road detection function. It can also be observed that during the period when the vehicle is traveling on the obstacle, the level of damping rises to its nominal level, in order to avoid pumping phenomena, essentially due to the low frequency and the amplitude of the solicitation. .

Abstract

The invention relates to a method for controlling an active suspension of a vehicle (2), comprising the following actions: detection, via the suspension, of the state of the road (10); control of the damping level of the suspension as a function of the detected state of the road, the damping level being reduced when a degraded state of the road is detected; detection of the profile of the road (10) ahead of the front wheels of the vehicle; and correction of the control of the damping level of the suspension, consisting in a decrease in the reduction of the damping level when an obstacle (12) is detected in the profile of the road (10) while a degraded state of the road is detected via the suspension.

Description

SUSPENSION ACTIVE AVEC FONCTION D’ANTICIPATION D’OBSTACLE SUR LA ROUTE  ACTIVE SUSPENSION WITH OBSTACLE ANTICIPATION FUNCTION ON THE ROAD
L’invention a trait au domaine des véhicules automobiles et de leur liaison au sol, plus particulièrement au domaine des suspensions actives ou pilotées. The invention relates to the field of motor vehicles and their connection to the ground, more particularly to the field of active or driven suspensions.
Une suspension active ou pilotée présente la particularité de pouvoir adapter, de manière dynamique, le niveau d’amortissement en fonction de différents paramètres lorsque le véhicule est en mouvement. Une telle suspension est habituellement équipée de capteurs de débattement des roues par rapport à la caisse du véhicule, afin de pouvoir détecter l’état de la route et adapter le niveau d’amortissement en fonction de cet état. Une mauvaise route est détectée lorsque le contenu fréquentiel des signaux de ces capteurs est supérieur à la fréquence de coupure de la suspension. Dans ce cas, le niveau d’amortissement est réduit afin de limiter les remontées d’effort générant un inconfort pour les occupants du véhicule. Cependant, lorsque le véhicule rencontre une portion de route très localement accidentée, comme notamment un ralentisseur, notamment du type dos-d’âne, la remontée d’information des capteurs de la suspension ne permet pas d’adapter ladite suspension à ladite zone, en raison du temps de traitement de l’information et du temps de réponse des actuateurs d’ajustement de la suspension en relation avec le temps de passage sur la portion de route accidentée. An active or piloted suspension has the particularity of being able to adapt, dynamically, the level of damping according to different parameters when the vehicle is in motion. Such a suspension is usually equipped with wheel displacement sensors with respect to the vehicle body, in order to be able to detect the state of the road and adjust the level of damping according to this state. A bad route is detected when the frequency content of the signals of these sensors is greater than the cutoff frequency of the suspension. In this case, the damping level is reduced in order to limit the increase in effort causing discomfort for the occupants of the vehicle. However, when the vehicle encounters a very locally rough portion of the road, such as in particular a retarder, particularly of the backs-d'an type, the information feedback of the suspension sensors does not make it possible to adapt said suspension to said zone, due to the information processing time and the response time of the suspension adjustment actuators in relation to the passage time on the damaged road portion.
Le document de brevet publié US 5,347,457 divulgue une suspension active de véhicule, comprenant un détecteur du type ultrasonique disposé à l’avant de chacune des roues avant du véhicule et d’une unité de contrôle de la suspension configurée pour diminuer l’amortissement en cas de détection d’une protubérance sur la route, à l’avant d’une des roues avant. Patent document US Pat. No. 5,347,457 discloses an active vehicle suspension comprising an ultrasonic type detector disposed at the front of each of the front wheels of the vehicle and a suspension control unit configured to reduce damping in case detection of a protrusion on the road, in front of one of the front wheels.
Le document de brevet publié GB 2 494 528 A divulgue une suspension active de véhicule automobile du type tout-terrain, pourvue d’une caméra configurée pour détecter un sol accidenté à l’avant du véhicule, en vue d’augmenter la garde au sol et/ou modifier le niveau d’amortissement. Ce dernier peut être augmenté ou diminué en fonction de la vitesse du véhicule. The patent document published GB 2 494 528 A discloses an active suspension of motor vehicle of the off-road type, provided with a camera configured to detect a rough ground in the front of the vehicle, to increase the ground clearance and / or change the level of depreciation. The latter can be increased or decreased depending on the speed of the vehicle.
Le document de brevet publié DE 10 2014 208 318 A1 divulgue une suspension active de véhicule équipée également de moyens de détection de ralentisseurs, formant une surélévation locale et transversale de la route, ces moyens pouvant être optiques, tels qu’une caméra, ou encore du type radar. En cas de détection de ralentisseur à l’avant du véhicule, le niveau d’amortissement est augmenté en attaque, c’est-à-dire en compression, de manière à éviter que la suspension du véhicule se comprime au point d’arriver en butée et/ou le niveau d’amortissement est augmenté en détente de manière à éviter que la suspension du véhicule se détende au point d’arriver en butée. The published patent document DE 10 2014 208 318 A1 discloses an active vehicle suspension also equipped with means for detecting retarders, forming a local and transverse elevation of the road, these means being optical, such as a camera, or the radar type. If a retarder is detected at the front of the vehicle, the level of damping is increased in attack, that is to say in compression, so as to prevent the suspension of the vehicle compresses to the point of arriving in stop and / or the damping level is increased in relaxation so as to prevent the suspension of the vehicle relaxes to the point of abutment.
Bien qu’abordant la détection d’obstacles ou protubérances sur la route à l’avant du véhicule, chacun des documents susmentionnés se limite à la gestion des protubérances sur la route sans considération de la gestion d’un état généralement dégradé d’une route. Although addressing the detection of obstacles or protuberances on the road at the front of the vehicle, each of the aforementioned documents is limited to the management of protuberances on the road regardless of the management of a generally degraded state of a road .
L’invention a pour objectif de pallier au moins un des inconvénients de l’état de la technique susmentionné. Plus particulièrement, l’invention a pour objectif de proposer une gestion de suspension pilotée qui optimise le confort du véhicule lorsqu’il évolue sur une route dégradée et qu’il rencontre un obstacle formant une irrégularité singulière. The invention aims to overcome at least one of the disadvantages of the state of the art mentioned above. More particularly, the invention aims to provide controlled suspension management that optimizes the comfort of the vehicle when moving on a degraded road and meets an obstacle forming a singular irregularity.
L’invention a pour objet un procédé de contrôle d’une suspension active d’un véhicule, comprenant les actions suivantes : détection, via la suspension, de l’état de la route ; commande du niveau d’amortissement de la suspension en fonction de l’état de la route détecté, le niveau d’amortissement étant diminué lorsqu’un état dégradé de la route est détecté ; remarquable en ce que le procédé comprend, en outre, les actions suivantes : détection du profil longitudinal de la route devant les roues avant du véhicule ; et correction de la commande du niveau d’amortissement de la suspension, consistant en une réduction de la diminution du niveau d’amortissement lorsqu’un obstacle est détecté dans le profil longitudinal de la route alors qu’un état dégradé de la route est détecté via la suspension. The subject of the invention is a method for controlling an active suspension of a vehicle, comprising the following actions: detection, via the suspension, of the state of the road; controlling the damping level of the suspension according to the detected road condition, the damping level being decreased when a degraded state of the road is detected; remarkable in that the method further comprises the following actions: detection of the longitudinal profile of the road in front of the front wheels of the vehicle; and correcting the control of the suspension damping level, consisting of reducing the decrease in the damping level when an obstacle is detected in the longitudinal profile of the road while a degraded state of the road is detected via the suspension.
Selon un mode avantageux de l’invention, l’obstacle présente une fréquence principale inférieure ou égale à 3Hz. According to an advantageous embodiment of the invention, the obstacle has a main frequency less than or equal to 3 Hz.
Selon un mode avantageux de l’invention, l’obstacle présente une variation de hauteur supérieure à 50mm, préférentiellement supérieure à 70mm, plus préférentiellement supérieure à 90mm. L’état dégradé de la route peut correspondre à un profil avec une fréquence principale supérieure à 3Hz et/ou inférieure à 40Hz. According to an advantageous embodiment of the invention, the obstacle has a height variation greater than 50 mm, preferably greater than 70 mm, more preferably greater than 90 mm. The degraded state of the road may correspond to a profile with a main frequency greater than 3Hz and / or less than 40Hz.
Selon un mode avantageux de l’invention, l’obstacle correspond, au choix, à au moins un des éléments suivants : ralentisseur, dos d’âne, variation de hauteur entre deux portions de route. According to an advantageous embodiment of the invention, the obstacle corresponds, at choice, to at least one of the following elements: retarder, speed bump, variation of height between two portions of road.
Selon un mode avantageux de l’invention, l’action de détection du profil longitudinal de la route devant les roues avant du véhicule est réalisée par une caméra dirigée vers l’avant du véhicule et prenant des images de ladite route. According to an advantageous embodiment of the invention, the action of detecting the longitudinal profile of the road in front of the front wheels of the vehicle is performed by a camera directed towards the front of the vehicle and taking images of said road.
Selon un mode avantageux de l’invention, à l’action de détection du profil longitudinal de la route devant les roues avant du véhicule, deux bandes de roulement correspondant aux roues avant du véhicule sont analysées dans les images de la route. According to an advantageous embodiment of the invention, in the action of detecting the longitudinal profile of the road in front of the front wheels of the vehicle, two treads corresponding to the front wheels of the vehicle are analyzed in the images of the road.
Avantageusement, à l’action de détection du profil longitudinal de la route devant les roues avant du véhicule, plusieurs points de chacune des deux bandes de roulement, équidistants du véhicule, sont obtenus de manière itérative avec un intervalle de temps inférieur ou égal à 10ms. Advantageously, in the action of detecting the longitudinal profile of the road in front of the front wheels of the vehicle, several points of each of the two treads, equidistant from the vehicle, are obtained iteratively with a time interval less than or equal to 10 ms. .
Selon un mode avantageux de l’invention, à l’action de correction de la commande du niveau d’amortissement de la suspension, la réduction de la diminution du niveau d’amortissement est réalisée après la détection de l’obstacle, suivant un recalage temporel, de manière à ce que ladite réduction ait lieu lorsqu’au moins une des roues avant rencontre ledit obstacle. Le recalage temporel est avantageusement réalisé sur base de la distance d entre la ou les roues avant du véhicule et la zone de détection du profil de la route devant lesdites roues, et sur base de la vitesse du véhicule. La distance d e st avantageusement supérieure à 2m et/ou inférieure à 8m, préférentiellement supérieure à 3m et/ou inférieure à 7m. According to an advantageous embodiment of the invention, the action of correction of the control of the damping level of the suspension, the reduction of the decrease of the level of damping is performed after the detection of the obstacle, following a registration time, so that said reduction occurs when at least one of the front wheels meets said obstacle. The time registration is advantageously carried out on the basis of the distance d between the front wheel or wheels of the vehicle and the detection zone of the profile of the road in front of said wheels, and on the basis of the speed of the vehicle. The distance d is advantageously greater than 2m and / or less than 8m, preferably greater than 3m and / or less than 7m.
Selon un mode avantageux de l’invention, à l’action de correction de la commande du niveau d’amortissement de la suspension, la réduction de la diminution du niveau d’amortissement comprend une pondération, booléenne ou proportionnelle, d’une fonction de diminution d’amortissement lorsqu’un état dégradé de la route est détecté via la suspension. Selon un mode avantageux de l’invention, la pondération comprend une portion progressive au début et/ou à la fin de ladite pondération. According to an advantageous embodiment of the invention, the action of correction of the control of the damping level of the suspension, the reduction of the decrease of the level of damping comprises a weighting, Boolean or proportional, of a function of decrease in damping when a degraded state of the road is detected via the suspension. According to an advantageous embodiment of the invention, the weighting comprises a progressive portion at the beginning and / or at the end of said weighting.
L’invention a également pour objet un véhicule automobile comprenant : une suspension active avec une unité de contrôle ; remarquable en ce que l’unité de contrôle est configurée pour exécuter le procédé selon l’invention. The invention also relates to a motor vehicle comprising: an active suspension with a control unit; remarkable in that the control unit is configured to execute the method according to the invention.
Les mesures de l’invention sont intéressantes en ce qu’elles permettent, sur un véhicule équipé d’une suspension active et évoluant sur une route dégradée, d’éviter des phénomènes de débattement importants de la suspension et, partant, des phénomènes de pompage, roulis et/ou tangages non désirables, et ce par des moyens simples à mettre en œuvre. La détection d’obstacles, c’est-à-dire de zones singulières de variation plus importante du profil de la route, peut être réalisée de plusieurs manières comme notamment par un ou plusieurs capteurs acoustiques ou optiques, tels que laser, lidar ou caméra, par des informations fournies par le véhicule précédent, par l’infrastructure environnante, telle que des panneaux connectés et/ou par un réseau d’information, tel que d’information routière via GPS. Les véhicules tendent actuellement à être équipés d’une caméra notamment pour la lecture automatique des panneaux de signalisation, une telle caméra pouvant également être utilisée pour prendre des images de la route en vue d’y détecter les obstacles. The measurements of the invention are interesting in that they make it possible, on a vehicle equipped with an active suspension and evolving on a degraded road, to avoid significant movement phenomena of the suspension and, consequently, pumping phenomena. rolls and / or unwanted pitchings, and this by simple means to implement. The detection of obstacles, that is to say singular areas of greater variation of the profile of the road, can be achieved in several ways as including by one or more acoustic or optical sensors, such as laser, lidar or camera , by information provided by the preceding vehicle, by the surrounding infrastructure, such as connected panels and / or by an information network, such as road information via GPS. Vehicles currently tend to be equipped with a camera, particularly for the automatic reading of traffic signs, such a camera can also be used to take pictures of the road to detect obstacles.
D’autres caractéristiques et avantages de la présente invention seront mieux compris à l’aide de la description et des dessins parmi lesquels : Other features and advantages of the present invention will be better understood from the description and the drawings, among which:
- La figure 1 est une représentation schématique d’un véhicule équipé d’une suspension active, conforme à l’invention ; - Figure 1 is a schematic representation of a vehicle equipped with an active suspension, according to the invention;
- La figure 2 est une représentation schématique d’un véhicule pourvu de moyens optiques de détection d’un obstacle sur le profil de la route, conformément à l’invention ; - Figure 2 is a schematic representation of a vehicle provided with optical means for detecting an obstacle on the road profile, according to the invention;
- La figure 3 est une représentation schématique des points de lecture d’un obstacle sur le profil de la route ; FIG. 3 is a schematic representation of the reading points of an obstacle on the profile of the road;
- La figure 4 est un grafcet illustrant la logique de contrôle de la suspension pilotée, conformément à l’invention ; - La figure 5 illustre de manière schématique les signaux dans les différents modules illustrés à la figure 4. FIG. 4 is a graphical diagram illustrating the control logic of the controlled suspension, in accordance with the invention; FIG. 5 schematically illustrates the signals in the various modules illustrated in FIG. 4.
La figure 1 illustre un véhicule 2 équipé d’une suspension pilotée 4, la suspension et le véhicule étant conformes à l’invention. FIG. 1 illustrates a vehicle 2 equipped with a controlled suspension 4, the suspension and the vehicle being in accordance with the invention.
La suspension pilotée 4 comprend, classiquement, quatre amortisseurs pilotés 6 reliés électriquement à une unité de contrôle 8. L’unité de contrôle peut en effet commander individuellement, pour chacune des roues, le niveau d’amortissement, en attaque (c'est-à-dire en compression) et/ou en détente. Chacun des amortisseurs 6 comprend avantageusement un capteur d’enfoncement de l’amortisseur, renseignant sur les débattements des quatre roues, et ce individuellement. Une variante est la présence de capteurs de débattement entre la roue et la caisse, pour chacune des roues. Des accéléromètres (non représentés) peuvent être prévus. The piloted suspension 4 comprises, conventionally, four controlled dampers 6 electrically connected to a control unit 8. The control unit can indeed control individually, for each of the wheels, the level of damping, in attack (that is, ie in compression) and / or in relaxation. Each of the dampers 6 advantageously comprises a sensor of depression of the damper, providing information on the deflections of the four wheels, and this individually. A variant is the presence of displacement sensors between the wheel and the body, for each of the wheels. Accelerometers (not shown) can be provided.
La suspension pilotée 4 est configurée pour commander le niveau d’amortissement des quatre roues en fonction de la détection d’une zone de variation singulière du profil de la route, ou obstacle, correspondant à une zone basse fréquence, conformément à ce qui va être décrit en relation avec les figures 2 à 5. The piloted suspension 4 is configured to control the damping level of the four wheels as a function of the detection of a singular variation zone of the road profile, or obstacle, corresponding to a low frequency zone, in accordance with what will be described in connection with Figures 2 to 5.
La figure 2 illustre le véhicule 2 évoluant sur une route 10 présentant une surélévation 12, telle qu’un ralentisseur. Cette zone de variation singulière du profil de la route peut être détectée par des moyens optiques, tels que des caméras 14, disposés à l’avant du véhicule et configurés pour détecter le profil de la route. Plus spécifiquement, le profil de la route est avantageusement détecté sur deux bandes de roulement 16 situées à l’avant des deux roues avant du véhicule. Les caméras 14 sont logées dans les projecteurs, étant toutefois entendu que d’autres configurations sont possibles, comme notamment une seule caméra disposée en haut du pare- brise, sur la face intérieure. Figure 2 illustrates the vehicle 2 traveling on a road 10 having an elevation 12, such as a retarder. This singular variation zone of the road profile can be detected by optical means, such as cameras 14, arranged at the front of the vehicle and configured to detect the profile of the road. More specifically, the profile of the road is advantageously detected on two treads 16 located at the front of the two front wheels of the vehicle. The cameras 14 are housed in the projectors, however, it being understood that other configurations are possible, such as in particular a single camera disposed at the top of the windshield, on the inside.
La figure 3 illustre schématiquement la détection de l’obstacle 12 sur une des bandes de roulement 16 de la figure 2. On peut observer qu’une série de points 18 à la surface de la bande de roulement 16, à une distance c/ du véhicule, sont identifiés. Plus spécifiquement, ce sont les hauteurs ou composantes suivant une direction verticale z des points et leurs distances par rapport à la roue correspondante qui sont utiles. Lorsque la distance d est une constante correspondant à une longueur, seules les composantes verticales sont récoltées et transmises. A l’inverse, si la distance d est fonction de la vitesse du véhicule, comme par exemple exprimée en secondes, celle-ci pourra être associée à la composante verticale et ainsi transmise à l’unité de contrôle. Plus spécifiquement encore, une série de points 18 peuvent être considérés, répartis de manière homogène sur la largeur de la bande 16, et une valeur moyenne correspondant au point 20 en est déduite. Avantageusement, le nombre de points 18 est tel que la distance entre deux points voisins est inférieure ou égale à 10mm. La bande de roulement est avantageusement égale ou légèrement plus large que la largeur de la roue correspondante, typiquement de 10%. Cela permet de tenir compte de l’erreur de positionnement de la lecture et des variations de trajectoire du conducteur entre le moment de l’émission et le moment du franchissement. FIG. 3 schematically illustrates the detection of the obstacle 12 on one of the treads 16 of FIG. 2. It can be observed that a series of points 18 on the surface of the tread 16, at a distance c / of the vehicle, are identified. More specifically, it is the heights or components in a vertical direction z of the points and their distances from the corresponding wheel are useful. When the distance d is a constant corresponding to a length, only the vertical components are harvested and transmitted. Conversely, if the distance d is a function of the speed of the vehicle, as for example expressed in seconds, it may be associated with the vertical component and thus transmitted to the control unit. More specifically, a series of points 18 can be considered, distributed homogeneously over the width of the strip 16, and an average value corresponding to the point 20 is deduced. Advantageously, the number of points 18 is such that the distance between two neighboring points is less than or equal to 10 mm. The tread is advantageously equal to or slightly wider than the width of the corresponding wheel, typically 10%. This makes it possible to take into account the error in the positioning of the reading and the variations in the trajectory of the driver between the moment of the emission and the moment of the crossing.
Au fur et à mesure que le véhicule avance, la détection et mesure des paramètres des points 18 et 20 est itérée à intervalle régulier. Cet intervalle est avantageusement inférieur ou égal à 10ms. A la figure 3, on peut observer les points de ces mesures itératives avec, en l’occurrence, un intervalle de 10ms. As the vehicle advances, the detection and measurement of the parameters of points 18 and 20 is iterated at regular intervals. This interval is advantageously less than or equal to 10 ms. In Figure 3, we can observe the points of these iterative measurements with, in this case, an interval of 10ms.
Les figures 4 et 5 illustrent le principe de fonctionnement de prise en compte de la détection d’une zone de variation singulière au niveau du profil de la route dans la gestion de l’amortissement piloté, conformément à l’invention. FIGS. 4 and 5 illustrate the operating principle of taking into account the detection of a singular variation zone at the level of the road profile in the management of the controlled damping, in accordance with the invention.
En référence à la figure 4, un module de détection de basse fréquence 22 récolte les données du profil de la route telles qu’obtenues suivant ce qui précède. Ce module de détection de basse fréquence 22 reçoit également des données relatives à la vitesse du véhicule et éventuellement des données relatives à une vitesse de déploiement ou de compression, dite de pompage, de la suspension. Sur base de ces données, une variation basse fréquence du profil de la route pourra être détectée sur base de divers paramètres. A titre d’exemple, la fréquence est inférieure ou égale à 3Hz et/ou la variation du profil est supérieure ou égale à 50mm. D’autres paramètres et critères peuvent être considérés dans la mesure où ils permettent d’identifier une zone de variation singulière du profil de la route. With reference to FIG. 4, a low frequency detection module 22 collects the data of the road profile as obtained according to the foregoing. This low frequency detection module 22 also receives data relating to the speed of the vehicle and possibly data relating to a speed of deployment or compression, called pumping, of the suspension. Based on these data, a low frequency variation of the road profile can be detected on the basis of various parameters. By way of example, the frequency is less than or equal to 3 Hz and / or the variation of the profile is greater than or equal to 50 mm. Other parameters and criteria can be considered insofar as they make it possible to identify a singular variation zone of the road profile.
L’état de détection, c’est-à-dire un état avantageusement booléen relatif à la détection d’une zone de variation singulière du profil de la route, ou d’obstacle, est transmis à un module de pondération 24. La distance entre l’obstacle et la ou les roues concernées est également transmise au module de pondération 24. En cas d’état positif de détection d’obstacle, le module de pondération 24 va émettre un coefficient de pondération avec un retard, ou recalage dans le temps, déterminé de manière à n’être actif, essentiellement, que lorsque la ou roues concernées du véhicule roulent sur l’obstacle en question. The detection state, that is to say an advantageously Boolean state relating to the detection of a singular variation zone of the road profile, or obstacle, is transmitted to a weighting module 24. The distance between the obstacle and the the wheels concerned is also transmitted to the weighting module 24. In the event of a positive obstacle detection state, the weighting module 24 will emit a weighting coefficient with a delay, or time adjustment, determined in such a way that to be active, essentially, only when the relevant wheels or wheels of the vehicle roll over the obstacle in question.
Le coefficient de pondération est ensuite transmis à un module 26 de contrôle du niveau d’amortissement en fonction de l’état de la route détecté avantageusement par d’autres moyens que les moyens de détection de l’obstacle, en l’occurrence par détection des débattements de la suspension. Lorsque l’état de la route est détecté par ces moyens comme étant dégradé, une fonction de commande du niveau d’amortissement correspondant à une route dégradée est activée, cette fonction consistant à réduire l’amortissement de la suspension, essentiellement parce que les fréquences générées par une route dégradée sont au-dessus de la fréquence de coupure de la suspension. Il est par conséquent intéressant de diminuer le niveau d’amortissement. Une route dégradée présente typiquement des fréquences supérieures ou égales à 3Hz, voire 4Hz et/ou inférieures ou égales à 40Hz et plus. En d’autres termes, le filtrage naturel de la suspension opère et un amortissement réduit est favorable. The weighting coefficient is then transmitted to a damping level control module 26 as a function of the state of the road advantageously detected by means other than the means for detecting the obstacle, in this case by detection. deflections of the suspension. When the state of the road is detected by these means as being degraded, a damping level control function corresponding to a degraded road is activated, this function consisting in reducing the damping of the suspension, essentially because the frequencies generated by a degraded route are above the cutoff frequency of the suspension. It is therefore interesting to decrease the level of depreciation. A degraded route typically has frequencies greater than or equal to 3Hz, or even 4Hz and / or less than or equal to 40Hz and above. In other words, the natural filtering of the suspension operates and a reduced damping is favorable.
Le fait que le véhicule rencontre un obstacle tel que détecté par le module de détection basse fréquence 22, alors que la fonction associée à une route dégradée, c’est-à-dire une fonction où l’amortissement est réduit, va alors générer des débattements importants et, partant, des phénomènes de pompage, en principe indésirables et inconfortables. Pour ces raisons, la fonction de contrôle de la suspension, associée à une route dégradée, va être pondérée lorsque la ou les roues concernées rencontrent l’obstacle. Par pondération, on entend que l’effet de diminution de l’amortissement va être réduit, voire annulé, durant cette phase. En d’autres termes, la pondération va permettre à la suspension de conserver un certain niveau d’amortissement lorsque le véhicule roule sur l’obstacle, tout en conservant l’activation d’une fonction d’amortissement active pour route dégradée. The fact that the vehicle meets an obstacle as detected by the low frequency detection module 22, while the function associated with a degraded route, that is to say a function where the damping is reduced, will then generate large displacements and, consequently, pumping phenomena, in principle undesirable and uncomfortable. For these reasons, the control function of the suspension, associated with a degraded road, will be weighted when the wheel or wheels concerned meet the obstacle. Weighting means that the effect of reducing depreciation will be reduced or canceled during this phase. In other words, the weighting will allow the suspension to maintain a certain level of damping when the vehicle rolls on the obstacle, while maintaining the activation of an active damping function for degraded road.
Toujours en référence à la figure 4, on peut observer que les mesures de l’invention peuvent être aisément implémentées sur une architecture existante de contrôle de suspension pilotée. En effet, seuls les modules de détection de basse fréquence 22 et le module de pondération 24 sont rajoutés. Le module de pondération de l’état de la route 26 peut être mis en œuvre sous la forme d’une interface entre la partie conventionnelle de l’unité de contrôle de la suspension et la nouvelle partie comprenant les modules de détection de basse fréquence 22 et de pondération 24. Still with reference to FIG. 4, it can be observed that the measurements of the invention can easily be implemented on an existing controlled suspension control architecture. Indeed, only the low frequency detection modules 22 and the weighting module 24 are added. The road condition weighting module 26 may be implemented as an interface between the conventional portion of the suspension control unit and the new portion comprising the low frequency detection modules 22. and weighting 24.
A la figure 5, on peut observer l’évolution temporelle des signaux dans les différents modules illustrés à la figure 4. Au module de détection de basse fréquence 22, on peut observer deux courbes relatives au profil de la route, à savoir une première courbe 28 correspondant à ce qui est effectivement mesuré par la suspension et une deuxième courbe 30 correspondant au profil anticipé par les moyens de détection du profil de la route devant les roues avant du véhicule, en l’occurrence par la ou les caméras embarquées. En observant la courbe 30, on peut observer, de part et d’autre de la partie centrale 30.1 , des parties 30.2 et 30.3 de variations de moindre amplitude et plus grande fréquence. Ces parties 30.2 et 30.3 correspondent à un état dégradé de la route alors que la partie centrale 30.1 correspond à un obstacle. In FIG. 5, it is possible to observe the temporal evolution of the signals in the various modules illustrated in FIG. 4. At the low frequency detection module 22, two curves relating to the profile of the road can be observed, namely a first curve. 28 corresponding to what is actually measured by the suspension and a second curve 30 corresponding to the profile anticipated by the means of detecting the profile of the road in front of the front wheels of the vehicle, in this case by the onboard cameras. By observing the curve 30, one can observe, on either side of the central portion 30.1, portions 30.2 and 30.3 of variations of less amplitude and greater frequency. These parts 30.2 and 30.3 correspond to a degraded state of the road while the central portion 30.1 corresponds to an obstacle.
Toujours au module de détection 22, on peut également observer l’évolution de l’état de détection qui passe d’un état bas à un état haut, et ce dès le début de la partie centrale 30.1 de la courbe 30, avec toutefois un retard dans le temps t¥nfirmation de confirmation de détection d’un obstacle. Still at the detection module 22, one can also observe the evolution of the detection state which goes from a low state to a high state, and this from the beginning of the central portion 30.1 of the curve 30, with however a delay in time Confirmation confirmation of an obstacle.
Au module de pondération, l’état de détection d’un obstacle qui vient d’être décrit est intégré dans la pondération avec un recalage dans le temps, sur base de la distance (exprimée suivant une longueur physique) entre l’obstacle et la ou les roues, et sur base de la vitesse du véhicule, de manière à ce que la pondération s’opère dès que la ou les roues du véhicule rencontrent l’obstacle. Le temps de maintien de la pondération correspond avantageusement à la durée de l’état haut de détection de l’obstacle. En l’occurrence, la pondération est booléenne en ce que le facteur de pondération passe de 1 à 0 lorsque la ou les roues roulent sur l’obstacle. Il est également envisageable de prévoir une pondération proportionnelle ou étagée, notamment en fonction de la variation de hauteur de l’obstacle. Il est également intéressant de noter que malgré le caractère booléen de la pondération illustrée à la figure 5, le début et la fin de la pondération peuvent présenter un profil progressif. Cela permet d’éviter de variations abruptes du niveau d’amortissement, ce qui est favorable aux actuateurs ainsi que pour le confort durant cette phase de transition. Le module de pondération de la fonction d’état de la route 26 montre l’évolution du niveau d’amortissement. On peut observer que le niveau d’amortissement est inférieur au niveau nominal, représenté par la droite horizontale supérieure en trait interrompu, conformément à une fonction de détection de route dégradée. On peut également observer que durant la période de roulage du véhicule sur l’obstacle, le niveau d’amortissement remonte à son niveau nominal, afin d’éviter des phénomènes de pompage, essentiellement dus à la faible fréquence et l’amplitude de la sollicitation. In the weighting module, the state of detection of an obstacle which has just been described is integrated in the weighting with a time registration, on the basis of the distance (expressed along a physical length) between the obstacle and the or the wheels, and based on the speed of the vehicle, so that the weighting takes place as soon as the wheel or wheels of the vehicle meet the obstacle. The maintenance time of the weighting advantageously corresponds to the duration of the high state of detection of the obstacle. In this case, the weighting is Boolean in that the weighting factor goes from 1 to 0 when the wheel or wheels roll on the obstacle. It is also conceivable to provide a proportional or staggered weighting, in particular as a function of the height variation of the obstacle. It is also interesting to note that despite the Boolean character of the weighting illustrated in Figure 5, the beginning and end of the weighting can have a progressive profile. This avoids abrupt changes in the damping level, which is favorable to the actuators as well as for comfort during this transition phase. The weighting module of the road condition function 26 shows the evolution of the damping level. It can be seen that the damping level is below the nominal level, represented by the upper horizontal line in broken lines, according to a degraded road detection function. It can also be observed that during the period when the vehicle is traveling on the obstacle, the level of damping rises to its nominal level, in order to avoid pumping phenomena, essentially due to the low frequency and the amplitude of the solicitation. .

Claims

Revendications claims
1 . Procédé de contrôle d’une suspension active (4) d’un véhicule (2), comprenant les actions suivantes : 1. A method of controlling an active suspension (4) of a vehicle (2), comprising the following actions:
- détection, via la suspension (4), de l’état de la route (10) ;  - Detecting, via the suspension (4), the state of the road (10);
- commande (26) du niveau d’amortissement de la suspension (4) en fonction de l’état de la route détecté, le niveau d’amortissement étant diminué lorsqu’un état dégradé de la route est détecté ;  - controlling (26) the damping level of the suspension (4) according to the state of the detected road, the damping level being decreased when a degraded state of the road is detected;
caractérisé en ce que le procédé comprend, en outre, les actions suivantes : characterized in that the method further comprises the following actions:
- détection du profil longitudinal de la route (10) devant les roues avant du véhicule ; et - Detecting the longitudinal profile of the road (10) in front of the front wheels of the vehicle; and
- correction de la commande (26) du niveau d’amortissement de la suspension, consistant en une réduction (24) de la diminution du niveau d’amortissement lorsqu’un obstacle (12) est détecté dans le profil longitudinal de la route (10) alors qu’un état dégradé de la route est détecté via la suspension.  - correction of the damping level control (26) of the suspension, consisting of a reduction (24) of the decrease in the damping level when an obstacle (12) is detected in the longitudinal profile of the road (10) ) while a degraded state of the road is detected via the suspension.
2. Procédé selon la revendication 1 , caractérisé en ce que l’obstacle (12) présente une fréquence principale inférieure ou égale à 3Hz. 2. Method according to claim 1, characterized in that the obstacle (12) has a main frequency less than or equal to 3Hz.
3. Procédé selon l’une des revendications 1 et 2, caractérisé en ce que l’obstacle (12) présente une variation de hauteur supérieure à 50mm. 3. Method according to one of claims 1 and 2, characterized in that the obstacle (12) has a variation in height greater than 50mm.
4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que l’obstacle (12) correspond, au choix, à au moins un des éléments suivants : ralentisseur, dos d’âne, variation de hauteur entre deux portions de route. 4. Method according to one of claims 1 to 3, characterized in that the obstacle (12) corresponds, at choice, to at least one of the following elements: retarder, speed bump, height variation between two portions of road.
5. Procédé selon l’une des revendications 1 à 4, caractérisé en ce que l’action de détection du profil longitudinal de la route (10) devant les roues avant du véhicule (2) est réalisée par une caméra (14) dirigée vers l’avant du véhicule et prenant des images de ladite route. 5. Method according to one of claims 1 to 4, characterized in that the detection action of the longitudinal profile of the road (10) in front of the front wheels of the vehicle (2) is performed by a camera (14) directed towards the front of the vehicle and taking pictures of the road.
6. Procédé selon la revendication 5, caractérisé en ce qu’à l’action de détection du profil longitudinal de la route (10) devant les roues avant du véhicule (2), deux bandes de roulement (16) correspondant aux roues avant du véhicule sont analysées dans les images de la route (10). 6. Method according to claim 5, characterized in that in the action of detecting the longitudinal profile of the road (10) in front of the front wheels of the vehicle (2), two treads (16) corresponding to the front wheels of the vehicle are analyzed in the images of the road (10).
7. Procédé selon l’une des revendications 1 à 6, caractérisé en ce qu’à l’action de correction de la commande du niveau d’amortissement de la suspension, la réduction de la diminution du niveau d’amortissement est réalisée après la détection de l’obstacle (12), suivant un recalage temporel, de manière à ce que ladite réduction ait lieu lorsqu’au moins une des roues avant rencontre ledit obstacle. 7. Method according to one of claims 1 to 6, characterized in that the action of correction of the control of the damping level of the suspension, the reduction of the decrease of the level of damping is performed after the detecting the obstacle (12), according to a time adjustment, so that said reduction takes place when at least one of the front wheels encounters said obstacle.
8. Procédé selon l’une des revendications 1 à 7, caractérisé en ce qu’à l’action de correction de la commande du niveau d’amortissement de la suspension (4), la réduction de la diminution du niveau d’amortissement comprend une pondération (24), booléenne ou proportionnelle, d’une fonction (26) de diminution d’amortissement lorsqu’un état dégradé de la route est détecté via la suspension (4). 8. Method according to one of claims 1 to 7, characterized in that the action of correction of the control of the damping level of the suspension (4), the reduction of the decrease of the damping level comprises a weighting (24), Boolean or proportional, of a damping reduction function (26) when a degraded state of the road is detected via the suspension (4).
9. Procédé selon la revendication 8, caractérisé en ce que la pondération (24) comprend une portion progressive au début et/ou à la fin de ladite pondération. 9. The method of claim 8, characterized in that the weighting (24) comprises a progressive portion at the beginning and / or end of said weighting.
10. Véhicule automobile (2) comprenant une suspension active (4) avec une unité de contrôle (8) ; 10. A motor vehicle (2) comprising an active suspension (4) with a control unit (8);
caractérisé en ce que l’unité de contrôle (8) est configurée pour exécuter le procédé selon l’une des revendications 1 à 9.  characterized in that the control unit (8) is configured to carry out the method according to one of claims 1 to 9.
PCT/FR2018/052733 2017-11-21 2018-11-06 Active suspension with a function of anticipating obstacles on the road WO2019102091A1 (en)

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FR1760981 2017-11-21
FR1760981A FR3073778A1 (en) 2017-11-21 2017-11-21 ACTIVE SUSPENSION WITH OBSTACLE ANTICIPATION FUNCTION ON THE ROAD

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Cited By (2)

* Cited by examiner, † Cited by third party
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CN112464773A (en) * 2020-11-19 2021-03-09 浙江吉利控股集团有限公司 Road type identification method, device and system
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